John albert markley



(No Model.) 2 Sheets-Sheet 1.

J. A. MARKLBY GAR COUPLING.

BIO/499,558. Patented June 13, 1893.-

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(No Model.) 2 SheetsSheet 2.

J. A. MARKLEY.

OAR COUPLING.

Patented June 13, 1893.

L11 1 v. I

UNITED STATES PATENT OFFICE.

JOHN ALBERT MARKLEY, OF CLIFTON FORGE, VIRGINIA, ASSIGNOR OF TWO-FIFTHS TO JAMES CLIVIE CARPENTER, JOHN ARCHER ROBERTS, AND JOSEPH ALLEN CAPELL, OF SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 499,558, dated June 13, 1893.

Application filed February 8, 1893. Serial No. 460,868. (No model.) A

T0 in whom it may concern:

Be it known that I, J OHN ALBERT MARKLEY, a citizen of the United States, residing at Clifton Forge, in the county of Alleghany and State of Virginia, have invented certain new and useful Improvements in Car-Couplings and Rigging; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to car couplings and rigging therefor, but more particularly to a class of couplings of the J anney type, or those known in the art as twin-jaw couplings.

The primary object of the invention is to provide coupling devices and rigging therefor which will accomplish the desired results without liability to accidents such as frequently result from the breaking of the main yoke or stem of the draw-bar which, when not properly supported, will drop out and fall upon the track, and on coming in contact with the brake mechanism beneath the cars will derail or wreck the train.

Another object is to provide improved rigglng for the draw-bar which may be readily taken down and replaced in a short space of time and with the expenditure of very little labor.

A further object is to provide a yielding support for the clutch couplings or hooks so that in the event of breaking either hook or coupling the detached part will be supported and prevented from dropping so as to endanger the train.

Other objects are to provide a draw-bar and rigging which shall be simple in construct-ion, inexpensive in manufacture and effieient and reliable in use, and in which a broken part may be easily repaired or replaced at a small cost without rendering it necessary to knock down the entire rigging.

The invention will first be described in connection with the accompanying drawings and then pointed out in the claims at the end of this description.

Referring to the drawings, which form a part-of this specification and in which similar letters of reference are used to denote similar parts in each of the several views, Figure 1, (Sheet 1) represents a plan of a car coupling and the rigging therefor embodying my invention. Fig. 2, is a side elevation of the same. Fig. 3, is a bottom plan of one of the draw-bars detached, showing the safety support attached thereto. Figs. 4 and 5, are details of the center plate. Fig. 6, (Sheet 2) represents a side elevation of the rigging secured to the under side of the car; the drawbar being partly broken away. Fig. 7, is a bottom plan of the same partly in section. Fig. 8, is a sectional view taken on the line VIII-VIII of Fig. 9; and Fig. 9, isa section taken on the line IX-IX of Fig. 8.

As heretofore constructed the draw-heads a sliding catch or pin, whereby the interlocked hooks are held in engagement with each other until released bythe Withdrawal of the catch or pin. The result is that in use the strain upon the casting is centered at one v side of its longitudinal center and mainly in the forward extension, and by reason of the increased leverage and the lateral pressure exerted upon the extension the tendency to break the casting is greatly increased, thus increasing the liability to accidents.

the draw bar and discard the entire casting. The extension is also liable to be broken off by concussion in coupling the cars. I overcome these objections by providing a coupling which may be constructed as follows:

C, C, denote draw-bars each of which is formed with a recessed head C, having at one side thereof a bifurcated portion or lugs c, c, which are perforated to receive the pivot bolt of a swinging or rotating substantially V- shaped coupling hook C The outer hooked end or short arm 0 of the coupling hook is Ihe broken casting is also rendered unfit for further use, and it becomes necessary to remove adapted to interlock with the corresponding arm of the coupling hook O on the adjacent draw-head when the parts are coupled together, while its inner longer arm 0, is notched or recessed as at 0 130 engagea shoulder or projection c of an eccentric block or catch 0 which is pivoted within the recess of the head so that when the parts occupy the position indicated in dotted lines in Fig. 1 both arms of the coupling hook will extend transversely of the head and the notched arm of the hook will be engaged by the catch and the parts will be locked in this position by the coupling pin 0 The pin 0 passes yertically through openings in the draw-head 1n position to bear against a straight edge of the eccentric catch so as to prevent the latter from turning when the hook is locked. By withdrawing the pin C the hook 0 may be rotated so as to cause the catch to turn upon its pivot and release the hook, thereby disconnecting the couplings. tlme a flange or lip 0 upon the catch will be thrown across the opening which receives the pm 0 so as to permitthe latter to rest thereon in position to drop down and engage the catch when the coupling hook is again connected, and automatically lock the parts in proper position. By this construction it will be seen that the strain upon the draft hook is distributed between the two points of connection at opposite sides of the draw-head so as to relieve the strain upon the pivot-bolt and 1( 5 ten the liability to breakage. Furthermore, the lateral strain upon the casting is exerted upon the thick portion of the head instead of a reduced extension, as in previous constructions, and all dangerof breaking'such extension either by concussion in coupling or strain in use is avoided; the book only or its pivotal connections being subject to the greatest strain and therefore more liable to break. And inasmuch as a newhook may be readily substituted for a worn or broken one, the expense and delayincident to the removal and substitution of a new draw-heat are obviated.

It has been found in practice that the broken part of the coupling, by dropping upon the track, is liable to come in contact with the trucks or brake mechanism and either derail or Wreck the train, and to avoid this obj ection I provide a safety device by which the broken part of the coupling may be supported in such manner as to avoid all danger of accident resulting from abroken coupling dropping upon the track. This safety device may consist of a sliding plate L, which extends transversely of the draw-head G and is supported thereon in such manner that the plate will be held'normally beneath the opening formed between the front wall of the head and the arm 0 of the rotating hook when the couplings are connected together, but may slide longitudinally of the draw-head against the pressure of a spring M, which latter is interposed between a lug 122, depending from the draw-head and a sliding support L, which At the same carries the plate L. The support L is preferably formed with a dove-tailed projection which fits acorresponding slot or groove on the lower side of the draw-head 0' so as to permit a free movement of the support, within certain limits, without danger of disconnection. Any suitable spring may be employed, but I preferably use a coiled spring which may be fitted upon pins Z, m, projecting from the support L and lug m respectively. The upper surface of the plate L is preferablyinclincd downwardly from the support L as shown. By these means the safety plate L will be held normally beneath the coupling hook as indicated in Fig; 2, so that if either casting or hook is broken the detached part cannot drop down but will be supported vby the safety plate, and as it cannot move laterally it cannot fall until released by disconnecting the opposite coupling. The safety plate will yield readily to any backward pressure so as not to interfere with the proper connection of the parts in coupling the cars together. It has also-been the common practice heretofore to secure the draw-bar and rigging therefor together by rivets so as to form practically a solid structure, thus necessitating a loss of both time and labor in taking the same apart for repairs and in replac-' ing it as well as involving considerable eX- pense in renewing the broken structure. To overcome these objections I provide detachable connections which may be constructed as follows:-

A, A,in the drawings denote the draft timbers or beams which support the rigging for the draw-bar O. Said timbers may be secured to the under side of the car by means of bolts, as shown, or in any preferred manner. The lower edges of these timbers are provided with mortises or recesses in which are fitted metallic brackets or stay-pieces B, (Fig. 7) which are preferably of malleable iron and may be formed with side flanges b, b, to embrace or overlap the edges of the draft timbers. These supports are also provided with elongated transverse slots or openings 1), b for a purpose to be described. The draw-bar C is supported between the beams A, and has at its front end the coupling devices already described.

1), denotes a yoke which may consist of two L-shaped parts having their end portions d, d, rigidly secured together by a bolt (1, and having their free ends secured to the drawbar 0, by bolts d The yoke D embraces two blocks E, E, which are preferably formed with tubular projections e, 6, respectively, in which is seated and supported a buffer spring F; the edges of the parts 6, and e, being notched or toothed so that the teeth of one portion may engage the corresponding recesses of the opposite part when the blocks are brought together, and thus permit the compression of the spring without injuring the blocks. These blocks are also provided with the slots b, 6 respectively, of the stay pieces B, to receive cross-bars or key-pieces G, G,'which pass through the elongated slots in the stay-pieces B, B, and also through the slots in the blocks, so as to form a loose conand 9. The key-pieces G, G, are provided with safety. bars or rods H, H, which extend parallel with the staypieces B, along the outer side thereof, and are slotted longitudinally to receive the ends of the key pieoes. Keys 9, g,-

pass through the ends of the key-pieces and retain the safety bars in place.

As an additional security for the draw-bar I provide a key-piece G which may extend through the rear end of the draw-bar and through elongated slots in the beams A, and also through slots in the safety rods-H, and is secured in position by means of keys 9 at its ends.

To securely hold the stay-pieces in position I provide metallic straps I, which may extend between the longitudinal flanges along the bottom of the stay-pieces\and have upturned ends which engage recesses in the underside of the draft'beams A, and are secured thereto by means of bolts 6,0 To prevent the draft timbers from spreading apart and also'to securely hold them in position I may also provide cross-rods or stirrups K, K, which extend across both ends of the beams and are secured thereto by bolts or in any well known manner. Either (or both) of these stirrups may also be'placed over the ends of the straps I, I, if desired, as shown in Fig. 2, or beyond the ends thereof as in Fig. 6. By these means I provide an' improved rigging for the draw-bar so constructed and arranged that should any part become broken or injured it may be easily taken down and the broken part repaired and replaced in a short space of time. Should the yoke break when the train is moving the draw-bar would still be sustained in operative position by means of the key G which connects with the safety bars through the draft beams, and the spring F would still perform its usual function so that there would be no dead pull upon thedraft beams. If either draft beam should break it may be replaced without removing the draw-bar or taking the beams and yoke apart, and this may be done by one man in about one-fifth the time that is usually required for two men to repair a similar break in automatic couplers of this same general character such as are now in common use. In practice the key G need not be more than three-fourths as large as the keys G and G. The stay-pieces may be let into the recessed draft beams so as to exactly fit the recesses therein and prevent play, and are held in place by the straps I; the several parts being secured together by bolts in such manner as to permit the removal of any bolt in taking the rigging apart. The keys G, G, G have a limited play or back and forth movement in the longitudinal slots of the stay-pieces and also in the corresponding slots of the safety rods, but are made to snugly lit the openings through the movable blocks E, E, so as to prevent play therein, but permit of the removal of the keys when it is desired to take down the draftlbeams for repairs. I preferably form the stay-pieces and blocks of malleable iron, but they may consist of castings formed integrally with the side flanges adapted to overhang the edges of the draft beams and yoke arms.

It has been the common practice heretofore to secure the draft timbers to the stringers bybolts passing through said parts so as to hold the timbers up against the stringers but when the fastening bolts break the draft timbers are permitted to drop, thereby endangering the train; and in order to replace the bolts, in case the car is loaded it is necessary to stop and partially or wholly unload the car to render the bolts accessible from thein'side. To avoid such delays and damage to freight in consequence thereof, I propose to key the rear ends of the draft timbers to the center plate of the car body so as to holdthe timbers tightly against the stringers and prevent wear and breakage of the fastening bolts which secure the draft timbers in place, and at the same time so arrange the parts that the key while capable of being easily removed for the purpose of taking down the draft timbers, is adapted to hold said timbers up when the fastening bolts break, so as to render it unnecessary to stop a loaded car for the purpose of replacing broken bolts. To accomplish this the center plate N, which is secured to the stringers underneath the car by bolts 02,11, with nuts '11, n, thereon, may be cast or formed integrally with a lateral extension N, having a longitudinal dove-tailed groove or slot therein to receive a correspondingly shaped projection or rib o, of the key-piece 0, upon which the rear ends of the draft timbers rest. The head 0, of the key 0 bears against the rear end of one of the draft timbers A, while its opposite end may be provided with, a nut orkey bearing againsta side plate or ear n projecting from the center plate N. The ends of the beam timbers A, A, are thus confined between the ear n and the head of the key, while resting upon the latter. The key may be readily removed for the purpose of detaching the timbers.

Having thus fully described my invention, What I claim as new, and desire to secure by Letters Patent, is-

1. In a car coupling, the combination of the draw-bar having the transversely recessed head provided at one side of said recess with a short forward extension or guiding arm,the rotating hook pivoted intermediate its ends at the opposite side of said recess and having an outer hooked arm and an inner notched arm, the latter adapted to swing into said recess transversely of the'head, the rotating eccentric block or catch adapted to automatically engage said notched arm, and the looking pin for holding said arm and catch engaged, substantially as described.

2. In combination with the transversely recessed head, the rotating substantially U- shaped hook pivoted at one side of said head to the main portion thereof and provided with a notched inner arm adapted to swing into said recess transversely of the head, the cocentric block or catch within said recess at the opposite side of the head adapted to automatically engage said notched arm, and the locking gravity pin adapted to hold said catch and arm engaged, substantially as described.

3. In combination with the transverselyrecessed head, the rotating hook pivoted to the main portion of the head at one side thereof and provided with a notched inner arm adapted to swing into said recess, the eccentric block or catch within said recess at the side of the head opposite the pivotal connection of the hook adapted to automatically engage said notched arm, and thelocking gravity pin adapted to hold said catch and arm engaged; said catch having a projection or lip thereon adapted to be thrown across the path of movement of the pin when the latter is raised so as to sustain the pin in position to drop and automatically lock the catch When the latter is looking the hook, substantially as described.

4. In combination with the draw-bars, the center plate having thelateral extension with longitudinal groove or key-way therein and the removable key having the tongue thereon fitting in said groove; said key being detachably secured and adapted to hold up the rear ends of the draft timbers, substantially as described.

5. In combination with the draw head, the safety device comprising the longitudinally sliding support carrying the plate extending transversely underneath the head, and the spring adapted to normally sustain said plate in position to support the coupling hook or casting in the event of breakage of the parts, substantially as described.

6. In combination with the draft beams, the stay pieces fixed thereto, the key-pieces extending transversely through said stay-pieces, the independently movable blocks fitted on said key-pieces and provided with the interposed spring, the draft-bar, and the yoke inclosing said blocks and secured to said draftbar, substantially as described.

'7. In combination with the draft beams, the stay-pieces fixed thereto, the key-pieces extending transversely through said stay-pieces, the independently movable blocks fitted. on said key-pieces and provided with the interposed spring, the draft-bar, the yoke inclosing said blocks and secured to said draft-bar, the safety rods, and the safety. key connecting said draft-bar with said safety rods through elongated slots in the draft beams, substantially as described.

8. In combination with the draft bar, the independently movable blocks, the spring interposed between the blocks, and the yoke having the arms between which said blocks work,

said yoke being formed in two parts which are rigidly connected together at one end and attached to the draft bar at the opposite end, substantially as described.

9. A draw-head and rigging for attachment to railroad cars, comprising a draft bar, a yoke secured thereto, independently movable blocks arranged to work between the arms of said yoke, a spring interposedv between said blocks, transverse bars or key-pieces secured intermediate their ends to said blocks and draw bar adapted to engage elongated slots in the draft beams at either side of the draw bar, and safety rods having elongated slots to receive the projecting ends of said keypieces, substantially as described.

10. In combination with the draft beams, the stay-pieces having the elongated slots therein, the key-pieces fitted in said slots, the blocks fitted on said key-pieces, the spring interposed between said blocks, the yoke embracing said blocks and secured to said draft bar, the safety rods having elongated slots secured on said key-pieces, and the safety key secured ,to said draft bar and having its ends projecting through elongated slots in said draft beams, and safety rods at either side of the draft-bar, substantially as described.

11. In combination with the draft beams, the stay-pieces let into said beams, the straps for securing said stay-pieces, the draft-bar, the transverse key-pieces extending through slots in said stay-pieces, devices connecting said key-pieces and draft-bar, and the safety rods and key-piece connecting the aforesaid key-pieces with said draft-bar through elongated slots in said draft-beams, substantially as described.

In testimony whereof I aflEiX my signature in presence of two witnesses.

JOHN ALBERT MARKLEY.

Witnesses:

J. 0. KING, J. D. DUNFORD.

It is hereby certified that in Letters Patent No. 499,558, granted June 13, 1893, upon the application of John Albert Markley, of Clifton Forge, Virginia,-for an improvement in Car-Couplings, errors appear in the printed specification requiring correction as follows: Onpage 1, line 98, the character V should be U; page 2, line 46, the compound Word draw-heat should be draw-head, and page 4, line 26, after the word recess, the clause transversely of the head should be inserted; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record. of the case in the Patent Office.

Signed, countersigned, and sealed this 20th day of June, A. D. 1893.

[SEAL] JNO. M. REYNOLDS,

Assistant Secretary of the Interior. Gountersigned JOHN S. SEYMOUR,

Commissioner of Patents. 

